EP1491748B1 - Dispositf de contrôle pour un moteur à combustion interne avec turbocompresseur - Google Patents

Dispositf de contrôle pour un moteur à combustion interne avec turbocompresseur Download PDF

Info

Publication number
EP1491748B1
EP1491748B1 EP04014986A EP04014986A EP1491748B1 EP 1491748 B1 EP1491748 B1 EP 1491748B1 EP 04014986 A EP04014986 A EP 04014986A EP 04014986 A EP04014986 A EP 04014986A EP 1491748 B1 EP1491748 B1 EP 1491748B1
Authority
EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
output
exhaust gas
temperature
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
EP04014986A
Other languages
German (de)
English (en)
Other versions
EP1491748A2 (fr
EP1491748A3 (fr
Inventor
Takeshi Kotani
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Publication of EP1491748A2 publication Critical patent/EP1491748A2/fr
Publication of EP1491748A3 publication Critical patent/EP1491748A3/fr
Application granted granted Critical
Publication of EP1491748B1 publication Critical patent/EP1491748B1/fr
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0802—Temperature of the exhaust gas treatment apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1446—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being exhaust temperatures
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to a control apparatus of an internal combustion engine provided with a turbocharger for supercharging intake air by utilizing exhaust gas energy.
  • a preferable temperature range exists, for example, in a particulate filter for trapping particulate matters or an oxygen concentration sensor to be used for detecting an air fuel ratio. Accordingly, the same problem is generated by operating an amount of the exhaust gas energy recovered by the turbocharger for controlling the temperatures.
  • a further prior art document EP-A-1 344 906 shows an exhaust emission control apparatus according to the precharacterizing portion of claim 1.
  • the temperature of the exhaust gas entering a filter is controlled by controlling a turbocharger.
  • a further prior art document DE 39 29 303 A1 discloses an electronic control means can be used to control an engine having a turbocharger.
  • the exhaust gas temperature is controlled on the basis of engine data like rotational speed.
  • an object of the present invention is to provide a control apparatus of an internal combustion engine with a turbocharger, which can stabilize an output of the internal combustion engine while changing an amount of exhaust gas energy recovered by the turbocharger in correspondence to a temperature adjustment state of a subject to be adjusted a temperature such as a catalyst or the arrange tin an exhaust gas passage in a downstream side of the turbocharger.
  • the output adjusting device adjusts the output in correspondence to the adjustment so as to inhibit the change. Accordingly, it is possible to stabilize the output of the internal combustion engine.
  • the temperature adj usted subj ect includes various devices which are arranged in the exhaust gas passage and require a temperature adjustment, such as an oxygen concentration sensor and a catalyst, which exert a function in a predetermined temperature range, a particulate filter and an occlusion-reduction type NOx catalyst in which a function is reproduced by heating, and the like.
  • the recovered energy adjusting device it is possible to apply various devices including a device capable of changing a flow rate or a flow speed of the exhaust gas introduced to the exhaust gas turbine of the turbocharger so as to adjust the amount of the recovered energy and a device capable of changing a load applied to a rotating shaft of the turbocharger, such as a bypass passage for bypassing the exhaust gas flowing into the exhaust gas turbine of the turbocharger and a bypass valve for adjusting the flow rate of the exhaust gas passing through the bypass passage, a variable nozzle for changing a cross sectional area of an exhaust gas flow inlet of the exhaust gas turbocharger so as to change a flow speed of the exhaust gas introduced to the exhaust gas turbine, an operation connected to the rotating shaft of the turbocharger so as to function as an electric motor or a power generator in correspondence to an operational state of the internal combustion engine and generating an electric power on the basis of the exhaust gas energy recovered by the exhaust gas turbine, and the like.
  • a concept "compensation” means to change the output in a direction of canceling the change in the output of the internal combustion engine which is expected in correspondence to the adj ustment of the recovered energy amount, and includes completely canceling the output change, and reducing the change amount of the output.
  • the output adjusting device may adjust the output of the internal combustion engine by changing a rotation speed of the internal combustion engine.
  • the output of the internal combustion engine may be adjusted by changing either of a torque and the rotation speed of the internal combustion engine.
  • the output of the internal combustion engine may be adjusted by changing either of a fuel amount and intake air amount supplied to the internal combustion engine, and may be adj usted by changing a working angle of a valve in the case of the internal combustion engine having a variable valve moving mechanism.
  • the rotation speed of the internal combustion engine can be changed by adjusting a gear ratio of the transmission.
  • a high-temperature exhaust gas is fed to the temperature adjusted subject in a downstream side of the turbocharger by reducing the recovered energy amount of the turbocharger.
  • a supercharging pressure of the intake air is lowered and a torque of the internal combustion engine is urged to be lowered in correspondence to the reduction of the recovered energy amount, it is possible to compensate the reduction in the output by changing the rotation speed to a high rotation side.
  • a retention time of the combustion gas within the cylinder becomes shorter, and an after burning tendency is generated, so that an exhaust gas loss is increased and an exhaust gas temperature is increased. Accordingly, it is possible to promote heating the temperature adj usted subj ect in correspondence to the increase of the exhaust gas temperature.
  • the recovered energy amount of the turbocharger is increased on the contrary to the case of heating.
  • the torque of the internal combustion engine is urged to be increased.
  • the exhaust gas loss is reduced, and the exhaust gas temperature is lowered. Accordingly, it is possible to promote cooling the temperature adjusted subject.
  • the control apparatus in accordance with the present invention may be provided with an exhaust gas purifying device in which a function is reproduced by being heated to a predetermined temperature or more as the temperature adjusted subject, the operation control device may reduce the recovered energy amount in the case of reproducing the function of the exhaust gas purifying device, and the output adjusting device may increase an output of the internal combustion engine so as to compensate the reduction in the output of the internal combustion engine which is expected in accordance with an adjustment for reducing the recovered energy amount which the operation control device executes at a time of reproducing the function of the exhaust gas purifying device. Since the reduction in the output of the internal combustion engine generated in the case of heating the exhaust gas purifying device is compensated by the output adj usting device as mentioned above, it is possible to stabilize the output of the internal combustion engine.
  • the control apparatus in accordance with the present invention may be provided with a temperature acquiring device for acquiring the temperature of the temperature adj usted subj ect, the operation control device may adjust the recovered energy amount on the basis of the temperature which is acquired by the temperature acquiring device, and the output adjusting device may adjust the output of the internal combustion engine so as to compensate the change in the output of the internal combustion engine which is expected in accordance with the adjustment of the recovered energy amount by the operation control device on the basis of the temperature acquiredby the temperature acquiring device. It is possible to prevent a superheating or a supercooling so as to maintain the temperature adjusted subject within a proper temperature range, by adjusting the recovered energy amount on the basis of the temperature acquired by the temperature acquiring device as mentioned above.
  • the internal combustion engine may be provided with a bypass passage which connects an exhaust gas passage in an upstream side of the turbocharger to an exhaust gas passage in a downstream side of the turbocharger and in an upstream side of the temperature adjusted subject, and with a bypass valve which controls a flow rate of the exhaust gas passing through the bypass passage, and the operation control device may control an operation of the bypass valve so as to serve as the recovered energy amount adjusting device. It is possible to change the flow rate of the exhaust gas introduced to the turbocharger so as to adj ust the recovered energy amount, by arranging the bypass passage and adjusting the flow rate by means of the bypass valve as mentioned above.
  • FIG. 1 shows a main portion of an internal combustion engine to which a control apparatus in accordance with the present invention is applied.
  • An internal combustion engine 1 is structured as a four stroke spark ignition type gasoline engine which is used as a traveling power source of a motor vehicle.
  • the internal combustion engine 1 is provided with an intake passage 3 for taking intake air into a combustion chamber 2, an exhaust gas passage 4 for introducing an exhaust gas from the combustion chamber 2 to a predetermined exhausting position, an intake valve 5 and an exhaust gas valve 6 for opening and closing the passages 3 and 4 with respect to the combustion chamber 2, and an ignition plug 7 for igniting an air-fuel mixture introduced into the combustion chamber 2.
  • the intake passage 3 is provided with an air filter 8 for filtering the intake air, a compressor 9a of a turbocharger 9 supercharging the intake air by utilizing exhaust gas energy, a supercharging pressure control valve 10 connecting an upstream side of the compressor 9a to the intake passage 3 in a downstream side in the case that the supercharging pressure is more than a predetermined pressure, an inter-cooler 11 cooling the intake air, a throttle valve 12 for adjusting an amount of the intake air, an idle speed control valve 13 arranged in parallel to the throttle valve 12 and adjusting an amount of the intake air bypassing the throttle valve 12, a surge tank 14 inhibiting the intake air frompulsating, and an injector 15 supplying the fuel to the intake air for preparing the air-fuel mixture.
  • an air filter 8 for filtering the intake air
  • a compressor 9a of a turbocharger 9 supercharging the intake air by utilizing exhaust gas energy
  • a supercharging pressure control valve 10 connecting an upstream side of the compressor 9a to the intake passage 3 in a downstream side in the
  • the exhaust gas passage 4 is provided with a turbine 9b of the turbocharger 9, a catalyst 16 serving as an exhaust gas purifying device, a temperature sensor 17 serving as a temperature acquiring device for outputting a signal in correspondence to a temperature of the catalyst 16, and an air fuel ratio sensor 18 outputting a signal in correspondence to an air fuel ration of the exhaust gas.
  • An operating state of the internal combustion engine 1 is controlled by an engine control unit (ECU) 19.
  • the ECU 19 is structured as a computer obtained by combining peripheral devices such as a microprocessor and ROM, RAM and the like which are required for operatingthemicroprocessor.
  • the ECU 19 carries out an arithmetical operation, for example, of a fuel injection amount on the basis of the operating state of the internal combustion engine 1, and controls an operation of the injector 15 such that the arithmetically operated amount of fuel is supplied at a predetermined timing.
  • the exhaust gas passage 4 is provided with a bypass passage 20 connecting the exhaust gas passage 4 in an upstream side of the turbine 9b to the exhaust gas passage 4 in a downstream side of the turbine 9b and in an upstream side of the catalyst 16, and a waste gate valve 21 serving as a bypass valve controlling a flow rate of the exhaust gas passing through the bypass passage 20.
  • the waste gate valve 21 is constituted by a valve body 21a and an actuator 21b driving the valve body 21a by utilizing a pressure of the intake air introduced into therein.
  • the actuator 21b and the intake passage 3 in the upstream side and in the downstream side of the compressor 9a are connected by an intake air discharging passage 21c and an intake air introducing passage 21d.
  • the intake air discharging passage 21c is provided with a pressure adjusting valve 21e connecting the actuator 21b to the intake passage 3 in the upstream side of the compressor 9a and shutting off the connection so as to adjust the pressure of the intake air introduced into the actuator 21b.
  • the actuator 21b operates the valve body 21a in correspondence to the pressure of the intake air introduced into the actuator 21b.
  • the actuator 21b opens the valve body 21a so as to introduce the exhaust gas to the bypass passage 20, thereby restricting the output of the turbine 9b.
  • the actuator 21b closes the valve body 21a so as to flow all of the exhaust gas into the turbine 9b, thereby increasing the output of the turbine 9b.
  • the waste gate valve 21 serves as a recovered energy amount adjusting device.
  • the pressure adjusting valve 21e can control the pressure of the intake air within the actuator 21b by being operated so as to open and close. For example, in the case that the pressure adjusting valve 21e is in an open state, the pressure adjusting valve 21e returns the intake air introduced into the actuator 21b to the intake passage 3, thereby lowering the pressure of the intake air within the actuator 21b. On the other hand, in the case that the pressure adjusting valve 21e is in a closed state, the actuator adjusting valve 21e shuts off the connection between the actuator 21b and the intake passage 3 so as to increase the pressure of the intake air within the actuator 21b.
  • FIG. 2 is a flow chart showing a waste gate valve control routine which the ECU 19 executes for controlling the pressure adjusting valve 21e.
  • the ECU 19 serves as an operation control device by executing the routine in FIG. 2 . Further, in the routine in FIG. 2 , the ECU 19 controls, for example, a transmission (not shown) to a low speed gear side in correspondence to the operation of the pressure adjusting valve 21e, thereby changing the rotation speed of the internal combustion engine 1. In accordance with this control, the ECU 19 serves as an output adjusting device.
  • the routine in FIG. 2 is executed repeatedly at a predetermined cycle during the operation of the internal combustion engine 1.
  • the ECU 19 first determines in step S11 whether or not a reproducing condition for the catalyst 16 is established. For example, in the case that an occlusion-reduction type NOx catalyst is employed as the catalyst 16, since the catalyst 16 is poisoned by a sulfur content (S), the function thereof is reproduced by heating the catalyst 16.
  • the condition executing the reproduction is determined by estimating an amount of the S flowing into the catalyst 16 based on an amount of the fuel supplied by the injector 15. Further, in the case that an accumulation of the estimated values is more than a predetermined value, it is determined that the reproducing condition is established. In this case, the accumulation of the estimated values is reset in the case that the function reproducing process is executed.
  • the ECU 19 goes to step S12 and determines whether or not a bypass flag for determining whether or not the valve body 21a is open is in an on state indicating the open. In the case that the ECU 19 determines that the bypass flag is in the on state, this time control routine is terminated. It is possible to show a state of the valve body 21a to the other control routines controlling the operation of the valve body 21a, by the bypass flag.
  • step S13 the ECU 19 determines that the bypass flag is not in the on state
  • the ECU 19 goes to step S13 and controls the operation of the pressure adjusting valve 21e so as to open the valve body 21a.
  • step S14 the ECU 19 changes the transmission to a low speed gear side so as to compensate the reduction in the output of the internal combustion engine 1 expected by opening the valve body 21a, thereby increas ing the rotation speed of the internal combustion engine 1.
  • step S15 the ECU 19 sets the bypass flag to the on state, and thereafter terminates this time control routine.
  • step S11 the ECU 19 determines in step S11 that the reproducing condition is not established
  • step S16 determines whether or not the bypass flag is in an off state.
  • the ECU 19 terminates this time control routine.
  • step S17 the ECU 19 goes to step S17 and controls the operation of the pressure adjusting valve 21e so as to close the valve body 21a.
  • step S18 the ECU 19 changes the transmission to a high speed gear side so as to compensate the increase in the output of the internal combustion engine 1 expected by closing the valve body 21a, thereby reducing the rotation speed of the internal combustion engine 1.
  • step S19 the ECU 19 sets the bypass flag to the off state, and thereafter finishes this time control routine.
  • FIG. 3 shows an example of an output adjustment of the internal combustion engine 1 which the ECU 19 carries out in the case of operating the valve body 21a in accordance with the control routine in FIG. 2 .
  • FIG. 3 shows an example of a change in an output and an exhaust gas temperature in the case of setting the torque and the rotation speed of the internal combustion engine 1 to parameters.
  • Reference symbols P1 to P3 in FIG. 3 denote constant output lines in the case of changing the torque and the rotation speed
  • reference symbols T1 to T3 denote constant exhaust gas temperature lines in the case of changing the torque and the rotation speed, respectively.
  • the output is compensated by increasing the rotation speed of the internal combustion engine 1.
  • the torque of the internal combustion engine 1 is lowered on the basis of the opening of the valve body 21a in step 13 in FIG. 2 , and it is expected that the internal combustion engine 1 will be changed to an operating state at a point A' in FIG. 3 in accordance with the reduction. Since the operating state is changed to a point P1, the output of the internal combustion engine 1 urged to be lowered.
  • the ECU 19 increases the rotation speed of the internal combustion engine 1 for the purpose of compensating the reduction in the output in step S14, and changes the operating state to a point B in FIG. 3 .
  • the operating state of the internal combustion engine 1 is kept on the same constant output line P2 as that of the point A in correspondence to the increase in the rotation speed, and the reduction in the output can be inhibited. Further, as is apparent from FIG. 3 , the exhaust gas temperature is increased in accordance with the increase in the rotation speed.
  • the output is compensated by reducing the rotation speed of the internal combustion engine 1.
  • the torque of the internal combustion engine 1 is increased in correspondence to the closing of the valve body 21a in step 17 in FIG. 2 , and it is expected that the internal combustion engine 1 will be changed to an operating state at a point B' in FIG. 3 in accordance with the increase. Since the operating state is changed to a point P3, the output of the internal combustion engine 1 is urged to be increased.
  • the ECU 19 reduces the rotation speed of the internal combustion engine 1 for the purpose of compensating the increase in the output in step S18, and changes the operating state to the point A in FIG. 3 .
  • the operating state of the internal combustion engine 1 is kept on the same constant output line P2 as that of the point B in accordance with the reduction in the rotation speed, and the increase in the output can be inhibited. Further, as is apparent from FIG. 3 , the exhaust gas temperature is lowered in accordance with the reduction in the rotation speed.
  • control routine for serving the ECU 19 as the operation control device and the output adjusting device with reference to FIG. 4 .
  • the routine is also executed repeatedly at a predetermined cycle during the operation of the internal combustion engine 1.
  • the same reference symbols are attached to the same processes as those in FIG. 2 , and a description thereof will be omitted.
  • step S11 determines in step S11 that the reproducing condition is established
  • step S21 determines whether or not the temperature of the catalyst 16 is high. Whether or not the temperature is high can be determined, for example, on the basis of whether or not the temperature acquired by the temperature sensor 17 is higher than a predetermined temperature.
  • the ECU 19 determines that the temperature of the catalyst 16 is not high
  • the ECU 19 goes to step S12, and carries out the same process as that in FIG. 2 .
  • the ECU 19 determines that the temperature of the catalyst 16 is high or in the case that the ECU 19 determines in step S11 that the reproducing condition is not established, the ECU 19 goes to step S16 and thereunder carries out the same process as that in FIG. 2 .
  • the present invention is not limited to the embodiments mentioned above, and can be carried out in accordance with various aspects.
  • the internal combustion engine is not limited to the gasoline engine, and the present invention can be applied to a diesel engine.
  • the exhaust gas purifying device is not limited to the catalyst, and it is possible to various devices such as a particulate filter or the like, which can reproduce its function by being heated.
  • a continuously variable transmission is preferably applied to the transmission in accordance with the present invention.
  • the rotation speed of the internal combustion engine can be also adjusted by changing the intake air amount or the fuel injection amount.
  • the device for adjusting the rotation speedof the internal combustion engine is not limited to the transmission, and it is possible to utilize, for example, a throttle valve or an injector.
  • the control apparatus in accordance with the present invention can be applied to a so-called hybrid vehicle in which a motor generator serving as an electric motor and a power generator and the internal combustion engine are mounted as the power source.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (5)

  1. Dispositif de commande destiné à être appliqué à un moteur à combustion interne qui est pourvu d'un turbocompresseur (9) pour suralimenter l'air d'admission en utilisant l'énergie du gaz d'échappement, et un dispositif de réglage de quantité d'énergie récupérée (21) pour régler une quantité d'énergie récupérée depuis le gaz d'échappement par le turbocompresseur, comprenant :
    un dispositif de commande de fonctionnement (19) pour commander un fonctionnement du dispositif de réglage de quantité d'énergie récupérée (21) de telle manière que la quantité d'énergie récupérée est réglée d'après un état de réglage de la température d'un sujet réglé en température (16) agencé dans un passage de gaz d'échappement (4) dans un côté aval du turbocompresseur ; et
    un dispositif de réglage de rendement (19) pour régler un rendement du moteur à combustion interne de façon à compenser une modification d'un rendement du moteur à combustion interne qui est attendue selon un réglage de l'énergie récupérée d'après l'état de réglage de température par le dispositif de commande de fonctionnement,
    caractérisé en ce que
    le dispositif de réglage de rendement règle le rendement du moteur à combustion interne de telle manière qu'une relation entre le couple et une vitesse de rotation du moteur à combustion interne est modifiée le long d'une ligne de rendement constante montrée dans un graphe qui montre une modification du rendement dans le cas d'un réglage du couple et de la vitesse de rotation à des paramètres, compensant ainsi la modification de rendement.
  2. Dispositif de commande du moteur à combustion interne avec le turbocompresseur selon la revendication 1, dans lequel le dispositif de réglage de rendement règle le rendement du moteur à combustion interne en modifiant une vitesse de rotation du moteur à combustion interne.
  3. Dispositif de commande du moteur à combustion interne avec le turbocompresseur selon la revendication 1 ou 2, dans lequel un dispositif de purification de gaz d'échappement (16) dans lequel une fonction est reproduite par chauffage à une température prédéterminée ou plus est fourni comme le sujet réglé en température, le dispositif de commande de fonctionnement réduit la quantité d'énergie récupérée dans le cas d'une reproduction de la fonction du dispositif de purification de gaz d'échappement, et le dispositif de réglage de rendement augmente le rendement du moteur à combustion interne de façon à compenser la réduction du rendement du moteur à combustion interne qui est attendue du fait d'un réglage pour réduire la quantité d'énergie récupérée que le dispositif de commande de fonctionnement exécute à un moment de reproduction de la fonction du dispositif de purification de gaz d'échappement.
  4. Dispositif de commande du moteur à combustion interne avec le turbocompresseur selon la revendication 1 ou 2, dans lequel le dispositif de commande est pourvu d'un dispositif d'acquisition de température (17) pour acquérir la température du sujet réglé en température, le dispositif de commande de fonctionnement règle la quantité d'énergie récupérée d'après la température qui est acquise par le dispositif d'acquisition de température, et le dispositif de réglage de rendement règle le rendement du moteur à combustion interne de façon à compenser la modification du rendement du moteur à combustion interne qui est attendue du fait du réglage de la quantité d'énergie récupérée par le dispositif de commande de fonctionnement d'après la température acquise par le dispositif d'acquisition de température.
  5. Dispositif de commande du moteur à combustion interne avec le turbocompresseur selon l'une quelconque des revendications 1 à 4, dans lequel le moteur à combustion interne est pourvu d'un passage de dérivation (20) qui relie le passage de gaz d'échappement d'un côté amont du turbocompresseur vers le passage de gaz d'échappement d'un côté aval du turbocompresseur et d'un côté amont du sujet réglé en température, et avec une valve de dérivation (21) qui commande un débit d'écoulement du gaz d'échappement passant à travers le passage de dérivation, et le dispositif de commande de fonctionnement commande un fonctionnement de la valve de dérivation de façon à servir de dispositif de réglage de quantité d'énergie récupérée.
EP04014986A 2003-06-27 2004-06-25 Dispositf de contrôle pour un moteur à combustion interne avec turbocompresseur Expired - Fee Related EP1491748B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2003184238 2003-06-27
JP2003184238A JP2005016459A (ja) 2003-06-27 2003-06-27 過給機付内燃機関の制御装置

Publications (3)

Publication Number Publication Date
EP1491748A2 EP1491748A2 (fr) 2004-12-29
EP1491748A3 EP1491748A3 (fr) 2005-03-30
EP1491748B1 true EP1491748B1 (fr) 2009-06-10

Family

ID=33411129

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04014986A Expired - Fee Related EP1491748B1 (fr) 2003-06-27 2004-06-25 Dispositf de contrôle pour un moteur à combustion interne avec turbocompresseur

Country Status (3)

Country Link
EP (1) EP1491748B1 (fr)
JP (1) JP2005016459A (fr)
DE (1) DE602004021455D1 (fr)

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8661814B2 (en) 2011-05-16 2014-03-04 Ford Global Technologies, Llc Method and system for controlling a turbocharger compressor bypass
US8959910B2 (en) 2011-06-16 2015-02-24 Ford Global Technologies, Llc Method and system for determining conditions of an air filter
US8468879B2 (en) 2011-06-16 2013-06-25 Ford Global Technologies, Llc Method and system for diagnosing a vacuum system
US8567239B2 (en) 2011-06-16 2013-10-29 Ford Global Technologies, Llc Method and system for determining vacuum leaks
JP5900611B2 (ja) * 2012-05-15 2016-04-06 トヨタ自動車株式会社 ハイブリッド車両の制御装置
JP2014070564A (ja) * 2012-09-28 2014-04-21 Mitsubishi Heavy Ind Ltd 内燃機関システムおよびこれを備えた船舶ならびに内燃機関システムの制御方法
EP2960484B1 (fr) * 2014-06-27 2018-06-13 FPT Motorenforschung AG Système pour détecter un état de filtre à air, en particulier pour moteurs à combustion interne
JP6406158B2 (ja) * 2015-08-04 2018-10-17 マツダ株式会社 エンジンの制御装置
JP7255290B2 (ja) * 2019-03-29 2023-04-11 トヨタ自動車株式会社 ハイブリッド車両
JP7196733B2 (ja) * 2019-03-29 2022-12-27 トヨタ自動車株式会社 ハイブリッド車両

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS63134810A (ja) * 1986-11-25 1988-06-07 Isuzu Motors Ltd パテイキユレ−トトラツプの再生装置
DE3909932A1 (de) * 1989-03-25 1990-09-27 Daimler Benz Ag Verfahren zur regeneration eines in der abgasleitung einer aufgeladenen brennkraftmaschine angeordneten partikelfilters
DE3929303A1 (de) * 1989-09-04 1991-03-21 Bucher Kirstein Waltraud Elektronische steuereinrichtung fuer russfilter in der abgasanlage von dieselmotoren
DE19957200A1 (de) * 1999-11-27 2001-05-31 Volkswagen Ag Verfahren und Vorrichtung zur Regelung eines Drehmomentes von Dieselmotoren
JP2003269204A (ja) * 2002-03-12 2003-09-25 Mitsubishi Motors Corp 排気浄化装置

Also Published As

Publication number Publication date
JP2005016459A (ja) 2005-01-20
EP1491748A2 (fr) 2004-12-29
DE602004021455D1 (de) 2009-07-23
EP1491748A3 (fr) 2005-03-30

Similar Documents

Publication Publication Date Title
EP1024260B1 (fr) Méthode de contrôle d'un turbocompresseur à géométrie variable dans un moteur diesel avec recirculation de gaz d'échappement
US20090070014A1 (en) Control system for internal combustion engine
US11002199B2 (en) Method and device for the exhaust-gas aftertreatment of an internal combustion engine
JP5187123B2 (ja) 内燃機関の制御装置
US10400717B2 (en) Air-bypass valve control device
EP1678412B1 (fr) Commande des gaz d'echappement dans un moteur equipe d'un turbocompresseur a deux etages
EP1491748B1 (fr) Dispositf de contrôle pour un moteur à combustion interne avec turbocompresseur
EP3205865B1 (fr) Dispositif de commande pour véhicule
CN113006978B (zh) 发动机装置
WO2012101737A1 (fr) Dispositif de régulation pour moteur à combustion interne équipé d'un compresseur de suralimentation
JP2007211710A (ja) 内燃機関の制御装置
EP1574691B1 (fr) Dispositif et méthode de commande d'un moteur à essence muni d'un turbocompresseur à buse variable
JP2005042604A (ja) 内燃機関の排気浄化システム
KR101016089B1 (ko) 과류 공기를 이용하여 엔진을 작동시키기 위한 방법 및제어 장치
JP2019120204A (ja) エンジン制御装置
JP6535246B2 (ja) エンジン制御装置
CN113574257B (zh) 用于使在用汽油运行的机动车的废气系中的经涂层的颗粒过滤器再生的方法和装置
JP4066764B2 (ja) 内燃機関用制御装置
JP6641405B2 (ja) エンジン制御装置
JP6990551B2 (ja) エンジン制御装置
EP1394393B1 (fr) Procédé de commande d'un moteur à combustion interne
JP3743272B2 (ja) 内燃機関
JP4241107B2 (ja) 内燃機関の制御装置
JP2006097558A (ja) 過給機付エンジンの制御装置
DE102019108016B4 (de) Verfahren zur Regeneration eines Partikelfilters

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20040625

AK Designated contracting states

Kind code of ref document: A2

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IT LI LU MC NL PL PT RO SE SI SK TR

AX Request for extension of the european patent

Extension state: AL HR LT LV MK

PUAL Search report despatched

Free format text: ORIGINAL CODE: 0009013

AK Designated contracting states

Kind code of ref document: A3

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IT LI LU MC NL PL PT RO SE SI SK TR

AX Request for extension of the european patent

Extension state: AL HR LT LV MK

AKX Designation fees paid

Designated state(s): DE FR GB

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE FR GB

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

REF Corresponds to:

Ref document number: 602004021455

Country of ref document: DE

Date of ref document: 20090723

Kind code of ref document: P

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20100311

REG Reference to a national code

Ref country code: GB

Ref legal event code: 746

Effective date: 20130326

REG Reference to a national code

Ref country code: DE

Ref legal event code: R084

Ref document number: 602004021455

Country of ref document: DE

Effective date: 20130319

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 13

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20160622

Year of fee payment: 13

Ref country code: DE

Payment date: 20160622

Year of fee payment: 13

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20160516

Year of fee payment: 13

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 602004021455

Country of ref document: DE

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20170625

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20180228

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20180103

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20170625

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20170630